Temperature adjustment mechanism, method for controlling temperature adjustment mechanism, and vehicle

ABSTRACT

A temperature adjustment mechanism has: a case containing a power source and a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion; and a drive device for delivering the first heat transfer medium between the inside and the outside of the case. The drive device delivers the first heat transfer medium to the outside of the case to establish a first state in which a layer of a second heat transfer medium is created in a region of the case on the heat transfer portion side of the power source, and the drive device delivers the first heat transfer medium to the inside of the case to establish a second state in which at least a portion of the region of the case is filled with the first heat transfer medium.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to temperature adjustment mechanisms, methods for controlling temperature adjustment mechanisms, and vehicles having a temperature adjustment mechanism, which are all adapted to prevent excessive increase and decrease in the temperature of a power source.

2. Description of the Related Art

Various hybrid vehicles, fuel-cell vehicles, and electric vehicles run on the drive force of an electric motor. Such motor-driven vehicles often use a secondary battery or a capacitor (condenser) for storing electric power to be supplied to the electric motor. The performance and life of a secondary battery largely depends on the environmental temperature. In particular, charging and discharging a secondary battery at a high temperature may deteriorate the secondary battery significantly.

In view of the above, for example, various structures for suppressing such deterioration of secondary batteries have been described in Japanese Patent Application Publications No. 09-259940 (JP-A-09-259940), No. 11-307139 (JP-A-11-307139), No. 2001-319697 (JP-A-2001-319697), and No. 09-167631 (JP-A-09-167631).

FIG. 10 shows a battery pack 1100 having a case 1101 containing a secondary battery 1102 and coolant 1103. The battery pack 1100 is in contact with a vehicle body 200 (e.g., floor panel). According to this structure, the heat generated at the secondary battery 1102 is transferred to the case 1101 via the coolant 1103, and the heat is then radiated from the case 1101 to the atmosphere and to the vehicle body in contact with the case 1101, whereby an increase in the temperature of the secondary battery 1102 is suppressed.

According to this structure, however, because the battery pack 1100 is in contact with the vehicle body 200, the following drawbacks are unavoidable.

That is, the secondary battery exhibits an adequate power storage performance within a given operation temperature range. Thus, if the temperature of the secondary battery is lower than the lower limit of the operation temperature range or higher than the upper limit of the operation temperature range, the power storage performance of the secondary battery is not adequate.

According to the structure shown in FIG. 10, because the battery pack 1100 is always in contact with the vehicle body 200, the battery pack 1100 may be cooled or heated excessively depending upon the environmental temperature. The sentence “the battery back 1100 is excessively cooled or heated” refers to cases where the battery pack 1100 is cooled below the lower limit of its operation temperature range and to cases where the battery pack 1100 is heated beyond the upper limit of its operation temperature range.

For example, in winter, the temperature of the vehicle body 200 may become lower than 0° C., and in such cases, the battery pack 1100 (the secondary battery 1102) contact with the vehicle body 200 is cooled excessively. On the other hand, in summer, the temperature of the vehicle body 200 increases to a high temperature, whereby the battery pack 1100 in contact with the vehicle body 200 is heated excessively.

Thus, with the above structure in which the battery pack 1100 is in contact with the vehicle body 200, in some case, the battery pack 1100 is cooled or heated excessively and therefore an adequate power storage performance can not be obtained.

DISCLOSURE OF THE INVENTION

It is an object of the invention to provide temperature adjustment mechanisms capable of suppressing excessive increase and decrease in the temperature of a power source, control methods for controlling such temperature adjustment mechanisms, and vehicles having such temperature adjustment mechanisms.

A first aspect of the invention relates to a temperature adjustment mechanism for adjusting the temperature of a power source. The temperature adjustment mechanism includes: a case containing the power source and a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion; and a drive device that delivers the first heat transfer medium from the inside of the case to the outside of the case and from the outside of the case to the inside of the case. The drive device is adapted to deliver the first heat transfer medium from the inside of the case to the outside of the case so as to establish a first state in which a layer of a second heat transfer medium (e.g., air) is created in a region on the heat transfer portion side of the power source in the case, and the drive device is adapted to deliver, in the first state, the first heat transfer medium from the outside of the case to the inside of the case so as to establish a second state in which at least a portion of the region in the case (i.e., the region where the layer of the second heat transfer medium has been created) is filled with the first heat transfer medium.

The temperature adjustment mechanism described above may be such that the heat transfer portion is a portion through which heat is transferred between the atmosphere and the power source.

Further, the temperature adjustment mechanism described above may be such that the first heat transfer medium is coolant and the second heat transfer medium is gas.

Further, the temperature adjustment mechanism described above may be such that the case has a wall portion integrated with or contacting the heat transfer portion and having an inner face formed such that the area of contact between the inner face and the first heat transfer medium in the case varies continuously, or in steps, as the level of the first heat transfer medium in the case changes.

Further, the temperature adjustment mechanism described above may be such that the inner face of the wall portion of the case has a conical shape, a polygonal pyramid shape, or a stepped shape.

Further, the temperature adjustment mechanism described above may be such that at least one of wall portions of the case other than a wall portion integrated with or contacting the heat transfer portion has a heat-insulating portion.

Further, the temperature adjustment mechanism described above may have a controller that controls the drive device. This controller may be adapted to control the drive device based on information regarding the temperature of the power source and the temperature of the heat transfer portion.

Further, the temperature adjustment mechanism described above may be such that the drive device has a pump for delivering the first heat transfer medium and a container for storing the first heat transfer medium delivered to the outside of the case via the pump.

Further, the temperature adjustment mechanism described above may be such that the controller controls the drive device so as to establish the first state when the temperature of the power source is higher than a first reference temperature and lower than the temperature of the heat transfer portion or when the temperature of the power source is lower than a second reference temperature and higher than the temperature of the heat transfer portion.

Further, the temperature adjustment mechanism described above may have a partition dividing the interior of the case into a first region containing the power source and the first heat transfer medium and a second region containing the first heat transfer medium, the layer of the second heat transfer medium being created in the second region.

Further, the temperature adjustment mechanism described above may be such that the layer of the second heat transfer medium is in contact with the inner face of the wall portion integrated with or contacting the heat transfer portion.

Further, the temperature adjustment mechanism described above may have an agitating member for creating a flow of the first heat transfer medium in the case.

A second aspect of the invention relates to a temperature adjustment mechanism for adjusting a power source. This temperature adjustment mechanism has: a case containing the power source and a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion; and a heat transfer medium container provided in the case, adapted to contain a second heat transfer medium (e.g., gas or liquid) having a heat conductivity lower than the heat conductivity of the first heat transfer medium, and being variable in volume according to the amount of the second heat transfer medium contained. The heat transfer medium container is selectively placed in: a first state that is established by increasing the volume of the heat transfer medium container by delivering the second heat transfer medium into the heat transfer medium container such that, in the case, a layer of the second heat transfer medium is created in a region on the heat transfer portion side of the power source; and a second state that is established by reducing the volume of the heat transfer medium container by taking the second heat transfer medium out of the heat transfer medium container so that the first heat transfer medium can move to the region on the heat transfer portion side of the power source (the region where the layer of the second heat transfer medium has been created).

The temperature adjustment mechanism described above may have a drive mechanism used to deliver the first heat transfer medium from the inside of the case to the outside as the volume of the heat transfer medium container increases and to deliver the first heat transfer medium from the outside of the case to the inside of the case as the volume of the heat transfer medium container decreases.

The heat transfer medium container may be elastic.

A third aspect of the invention relates to a method for controlling a temperature adjustment mechanism used to adjust a temperature of a power source. The temperature adjustment mechanism has a case containing the power source and a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion. The method includes: delivering the first heat transfer medium from the inside of the case to the outside of the case such that, in the case, a layer of a second heat transfer medium having a heat conductivity lower than the heat conductivity of the first heat transfer medium is created in a region on the heat transfer portion side of the power source in the case; and delivering, after the layer of the second heat transfer medium has been created, the first heat transfer medium from the outside of the case to the inside of the case such that at least a portion of the region on the heat transfer portion side of the power source is filled with the first heat transfer medium.

A fourth aspect of the invention relates to a method for controlling a temperature adjustment mechanism used to adjust the temperature of a power source. The temperature adjustment mechanism has: a case that contains the power source and a first heat transfer medium for cooling the power source and is integrated with or in contact with a heat transfer portion; and a heat transfer medium container provided in the case, adapted to contain a second heat transfer medium having a heat conductivity lower than the heat conductivity of the first heat transfer medium, and being variable in volume according to the amount of the second heat transfer medium contained. The method includes: increasing the volume of the heat transfer medium container by delivering the second heat transfer medium into the heat transfer medium container such that, in the case, a layer of the second heat transfer medium is created in a region on the heat transfer portion side of the power source; and reducing, after the layer of the second heat transfer medium has been created, the volume of the heat transfer medium container by taking the second heat transfer medium out of the heat transfer medium container so that the first heat transfer medium can move to the region on the heat transfer portion side of the power source.

A fifth aspect of the invention relates to a vehicle provided with the temperature adjustment mechanism according to the first aspect or the second aspect of the invention. The case may be spaced from the body of the vehicle, and the case and the body of the vehicle may be connected via the heat transfer portion. Further, the heat transfer portion may be a portion of the body of the vehicle.

According the first to fifth aspects of the invention, it is possible to suppress excessive increase and decrease in the temperature of the power source, which may be caused by the environmental temperature, while cooling the power source properly.

That is, with the temperature adjustment mechanism according to the first aspect of the invention, even when the heat transfer portion is excessively cooled or heated under given environmental conditions, the second heat transfer medium layer created in the case suppresses heat transfer between the heat transfer portion and the first heat transfer medium and thus prevents excessive heating or cooling of the power source in the case. On the other hand, when the power source is producing heat, the region where the second heat transfer medium layer has been created is filled with the first heat transfer medium, so that the heat of the power source is properly radiated via the first heat transfer medium (i.e., the power source is properly cooled via the first heat transfer medium).

Next, with the temperature adjustment mechanism according to the second aspect of the invention, even when the heat transfer portion is excessively cooled or heated under given environmental conditions, the second heat transfer medium layer created in the case suppresses heat transfer between the heat transfer portion and the first heat transfer medium and thus prevents excessive heating or cooling of the power source in the case. On the other hand, when the power source is producing heat, the region where the second heat transfer medium layer has been created is filled with the first heat transfer medium, so that the heat of the power source is properly radiated via the first heat transfer medium (i.e., the power source is properly cooled via the first heat transfer medium).

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and further features and advantages of the invention will become apparent from the following description of example embodiments with reference to the accompanying drawings, wherein like numerals are used to represent like elements and wherein:

FIG. 1 is an exploded perspective view of a portion (battery pack) of a temperature adjustment mechanism of the first example embodiment of the invention;

FIG. 2A is a perspective view of the temperature adjustment mechanism of the first example embodiment, and FIG. 2B is a side view of the temperature adjustment mechanism of the first example embodiment.

FIG. 3A and FIG. 3B are views schematically showing the internal structure of the temperature adjustment mechanism of the first example embodiment of the invention;

FIG. 4 is a block diagram illustrating the system configuration for controlling the operation of the temperature adjustment mechanism of the first example embodiment of the invention;

FIG. 5 is a flowchart illustrating an operation routine of the temperature adjustment mechanism of the first example embodiment of the invention;

FIG. 6A to FIG. 6C are views schematically showing the internal structure of a temperature adjustment mechanism of a modification example of the first example embodiment of the invention;

FIG. 7A and FIG. 7B are views schematically showing the internal structure of a temperature adjustment mechanism of the second example embodiment of the invention;

FIG. 8A and FIG. 8B are views schematically showing the internal structure of a temperature adjustment mechanism of the third example embodiment of the invention;

FIG. 9A and FIG. 9B are views schematically showing the internal structure of a temperature adjustment mechanism of the fourth example embodiment of the invention; and

FIG. 10 is a view schematically showing the arrangement of a related-art battery pack.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Example embodiments of the invention will hereinafter be described.

First, a temperature adjustment mechanism according to the first example embodiment of the invention will be described with reference to FIG. 1 to FIG. 3. FIG. 1 is an exploded perspective view of the temperature adjustment mechanism of the first example embodiment, FIG. 2A is a perspective view of the temperature adjustment mechanism of the first example embodiment, and FIG. 2B is a side view of the temperature adjustment mechanism of the first example embodiment. FIG. 3A and FIG. 3B are views schematically showing the internal structure of the temperature adjustment mechanism of the first example embodiment.

A first case member 1 has an opening 11 for a battery unit 2, which will be described later. Fins 12 are formed on the outer face of the first case member 1 in order to facilitate the heat radiation from the first case member 1 (i.e., the heat radiation from the battery unit 2). Note that the fins 12 are not necessarily provided.

The number of the fins 12 and the interval between the fins 12 are set in consideration of the heat capacity of the battery unit 2, etc. The first case member 1 is made of a material having a high heat conductivity and a high corrosion resistance. For example, the first case member 1 may be made of a material having a heat conductivity as high as or higher than the heat conductivity of coolant 4 (Refer to FIG. 3), which will be described later. More specifically, the first case member 1 may be made of metal (copper, iron, etc).

The battery unit 2 has a battery assembly (power source assembly) 20 constituted of a plurality of battery cells 20 a and clamp members (end plates) 21 clamping the battery assembly 20 from both sides. The battery cells 20 a are electrically connected in series by a bus bar (not shown in the drawings). Positive electrode cables and negative electrode cables (both not shown in the drawings) are connected to the battery assembly 20, and these cables penetrate the first case member 1 and lead to electric components (e.g., motor) outside of the first case member 1.

In the first example embodiment, each battery cell 20 a is a cylindrical secondary battery. Examples of secondary batteries include nickel-hydrogen batteries, lithium-ion batteries, etc. The shape of the battery cell 20 a is not necessary cylindrical. That is, it may have various other shapes including square shapes. Further, while a secondary battery is used as the battery cell 20 a in this example embodiment, it may alternatively be an electric double layer capacitor (condenser) or a fuel cell, for example. Thus, the battery cells 20 a serve as a power source for the electric components mentioned above.

A second case member 3 has a top 31 covering the opening 11 of the first case member 1 and legs 32 extending from the four corners of the top plate 31. A plurality of frames 31 a is formed at the top plate 31 to increase the strength of the top plate 31.

The second case member 3 is made of a material having a high heat conductivity and a high corrosion resistance. For example, the second case member 3 may be made of a material having a heat conductivity substantially equal to or higher than the heat conductivity of coolant 4 (Refer to FIG. 3), which will be described later. More specifically, the second case member 3 may be made of metal (copper, iron, etc).

The second case member 3 is fixed to the first case member 1 using screws, or the like, whereby the first case member 1 and the second case member 3 together define a closed space in which the battery unit 2 is placed. The ends of the respective legs 32 are fixed to a vehicle body 40 using screws, or the like, (Refer to FIG. 2B). The vehicle body 40 is, for example, a floor panel or a body frame of the vehicle.

The length of each leg 32 is greater than the height of the first case member 1. Therefore, the bottom face of the first case member 1 is spaced from the surface of the vehicle body 40 when the first case member 1 and the second case member 3 are joined together and the legs 32 are connected to the vehicle body 40.

The space (the space containing the battery unit 2) defined by the first case member 1 and the second case member 3 is filled with the coolant 4 for the battery unit 2 (Refer to FIG. 3). Thus, the first case member 1 and the second case member 3 together constitute a case 30 shown in FIG. 3. Note that the space containing the battery unit 2 will hereinafter be referred to as “battery chamber” where necessary.

Insulative oil (e.g., silicon oil) or inert liquid (e.g., fluorine-based inert liquid) may be used as the coolant 4. Examples of fluorine-based inert liquid include Fluorinert, Novec, HFE (hydrofluoroether), and Novec 1230 of 3M.

A fan may be provided in the battery chamber 30 a of the case 30. In this case, the coolant 4 in the battery chamber 30 a of the case 30 can be made to flow (circulate) by driving (rotating) the fan, whereby the efficiency of the cooling of the battery unit 2 by the coolant 4 improves.

Referring to FIG. 3, a liquid level adjustment mechanism 5 is connected to the case 30. The liquid level adjustment mechanism 5 adjusts the level of the coolant 4 in the battery chamber 30 a of the case 30 (i.e., the amount of the coolant 4 in the battery chamber 30 a). The liquid level adjustment mechanism 5 has a pipe 50 connected at both ends to the case 30, a pump 51, a valve 52, and a reserve tank 53, which are provided on the pipe 50.

On a side wall of the reserve tank 53 are provided two liquid level sensors 54 a, 54 b that detect the level of the coolant 4 in the reserve tank 53 (i.e., the amount of the coolant 4 in the reserve tank 53). The liquid level sensors 54 a, 54 b are provided at different positions in the reserve tank 53.

Next, the operation of the liquid level adjustment mechanism 5 will be described.

In the first example embodiment, first, the battery chamber 30 a of the case 30 is filled up with the coolant 4 while the pipe 50 and the reserve tank 53 are partially filled with the coolant 4, as shown in FIG. 3A. At this time, the level of the coolant 4 in the battery chamber 30 a of the case 30 and the level of the coolant 4 in the reserve tank 53 are substantially equal to each other.

In the state shown in FIG. 3A, the coolant 4 is in contact with all the inner faces of the battery chamber 30 a and the outer face of each battery cell of the battery unit 2. In other words, at this time, the coolant 4 is in contact with the inner face of the top plate 31 of the second case member 3 and the inner faces of the first case member 1.

In the state shown in FIG. 3A, as the pump 51 is driven to deliver the coolant 4 in the battery chamber 30 a to the reserve tank 53 via the pipe 50, the air in the reserve tank 53 moves to the battery chamber 30 a, whereby the level of the coolant 4 in the battery chamber 30 a lowers while the level of the coolant 4 in the reserve tank 53 rises. At this time, the valve 52 is open.

As a result, an air layer AS is created in the upper area of the battery chamber 30 a as shown in FIG. 3B. In this state, the coolant 4 is not in contact with the upper inner face of the battery chamber 30 a (i.e., the second case member 3), and the level of the coolant 4 in the reserve tank 53 coincides with the position of the liquid level sensor 54 a. Note that the upper inner face of the battery chamber 30 a is substantially flat (substantially perpendicular to the direction of gravity).

In the state shown in FIG. 3B, the valve 52 is kept closed, preventing the coolant 4 in the pipe 50 from moving into the battery chamber 30 a via the pipe 50, whereby the state shown in FIG. 3B is maintained.

In the state shown in FIG. 3B, as the pump 51 is driven to deliver the coolant 4 in the reserve tank 53 to the battery chamber 30 a via the pipe 50, the air in the battery chamber 30 a moves to the reserve tank 53, whereby the level of the coolant 4 in the reserve tank 53 lowers while the level of the coolant 4 in the battery chamber 30 a rises. At this time, the valve 52 is open.

As a result, the level of the coolant 4 in the battery chamber 30 a reaches the upper inner face of the battery chamber 30 a, whereby the state shown in FIG. 3A is established. At this time, the coolant 4 is in contact with the upper inner face of the battery chamber 30 a (the second case member 3), and the level of the coolant 4 in the reserve tank 53 coincides with the position of the liquid level sensor 54 b.

In the first example embodiment, the liquid level sensor 54 a is located at the position corresponding to the level of the coolant 4 in the reserve tank 53 in the state shown in FIG. 3A, and the liquid level sensor 54 b is located at the position corresponding to the level of the coolant 4 in the reserve tank 53 in the state shown in FIG. 3B. Therefore, the level of the coolant 4 in the battery chamber 30 a can be confirmed by monitoring the outputs of the two liquid level sensors 54 a, 54 b.

That is, when receiving an output from the liquid level sensor 54 b, it is determined that the coolant 4 is in contact with the upper inner face of the battery chamber 30 a, and when receiving an output from the liquid level sensor 54 a, it is determined that the coolant 4 is spaced from the upper inner face of the battery chamber 30 a.

The above-described operation of the liquid level adjustment mechanism 5 is controlled by a controller 100 (“controller”). FIG. 4 shows the structure of the controller 100.

Referring to FIG. 4, the controller 100 controls the pump 51 via a pump drive circuit 101 and controls the valve 52 via a valve drive circuit 102. A first temperature sensor 103 is used to detect the temperature of the battery unit 2 and outputs the detection result to the controller 100. A second temperature sensor 104 is used to detect the temperature of the vehicle body 40 and outputs the detection result to the controller 100. The output signals of the liquid level sensors 54 a, 54 b are input to the controller 100.

The controller 100 may be adapted to serve also as a controller for controlling the running state of the vehicle.

The first temperature sensor 103 is adapted to detect directly, or indirectly, the temperature of the battery unit 2. That is, the first temperature sensor 103 may either be arranged to be in contact with the battery unit 2 to detect the temperature thereof or arranged to be in contact with the coolant 4 in the battery chamber 30 a to detect the temperature of the battery unit 2 indirectly.

Likewise, the second temperature sensor 104 is adapted to detect directly, or indirectly, the temperature of the vehicle body 40. An existing sensor in the vehicle may be used as the second temperature sensor 104. Alternatively, the temperature of the vehicle body 40 may be estimated based on the temperature control state of the air conditioner provided in the passenger compartment. In this case, the second temperature sensor 104 may be removed.

Next, the driving control of the liquid level adjustment mechanism 5 by the controller 100 will be described with reference to FIG. 5.

Referring to FIG. 5, in step S1, the controller 100 detects the temperature of the battery unit 2 based on the output of the first temperature sensor 103 and detects the temperature of the vehicle body 40 based on the output of the second temperature sensor 104. In step S2, the controller 100 determines whether the temperature of the battery unit 2 detected in step S1 is higher than an upper threshold. If the detected temperature of the battery unit 2 is higher than the upper threshold, the controller 100 then proceeds to step S3. On the other hand, if the detected temperature of the battery unit 2 is equal to or lower than the upper threshold, the controller 100 then proceeds to step S6.

Note that the upper threshold is predetermined in view of suppressing deterioration of the power storage performance that occurs as the temperature of the battery unit 2 increases, and the upper threshold is set to, for example, 40° C.

In step S3, the controller 100 determines whether the detected temperature of the battery unit 2 is lower than the detected temperature of the vehicle body 40. If the detected temperature of the battery unit 2 is lower than the detected temperature of the vehicle body 40, the controller 100 then proceeds to step S4. On the other hand, if the detected temperature of the battery unit 2 is higher than the detected temperature of the vehicle body 40, the controller 100 proceeds to step S5.

In step S4, the controller 100 drives the pump 51 and the valve 52 via the pump drive circuit 101 and the valve drive circuit 102, respectively, whereby the liquid level adjustment mechanism 5 is placed in the state shown in FIG. 3B (“first state”).

At this time, if it is determined based on the outputs of the liquid level sensors 54 a, 54 b that the liquid level adjustment mechanism 5 is already in the state shown in FIG. 3B, the liquid level adjustment mechanism 5 is simply maintained in the same state. On the other hand, if it is determined based on the outputs of the liquid level sensors 54 a, 54 b that the liquid level adjustment mechanism 5 is presently in the state shown in FIG. 3A, the controller 100 then executes the following control.

That is, the controller 100 delivers the coolant 4 in the battery chamber 30 a to the reserve tank 53 via the pipe 50 by driving the pump 51 via the pump drive circuit 101. At this time, the valve 52 is open.

When it is determined based on the outputs of the liquid level sensors 54 a, 54 b that the coolant 4 has been spaced apart from the upper inner face of the battery chamber 30 a, the controller 100 stops driving the pump 51. Then, the controller 100 closes the valve 52 via the valve drive circuit 102, whereby the liquid level adjustment mechanism 5 is placed in the state shown in FIG. 3B, after which the controller 100 finishes the present cycle of the routine.

In step S5, on the other hand, the controller 100 places the liquid level adjustment mechanism 5 in the state shown in FIG. 3A (“second state”) by driving the pump 51 and the valve 52 via the pump drive circuit 101 and the valve drive circuit 102, respectively.

At this time, if it is determined based on the outputs of the liquid level sensors 54 a, 54 b that the liquid level adjustment mechanism 5 is already in the state shown in FIG. 3A, the liquid level adjustment mechanism 5 is simply maintained in the same state. On the other hand, if it is determined based on the outputs of the liquid level sensors 54 a, 54 b that the liquid level adjustment mechanism 5 is presently in the state shown in FIG. 3B, the controller 100 then executes the following control.

That is, the controller 100 first opens the valve 52 via the valve drive circuit 102 and then drives the pump 51 via the pump drive circuit 101 so that the coolant 4 in the reserve tank 53 is delivered to the battery chamber 30 a via the pipe 50.

Then, when it is determined based on the outputs of the liquid level sensors 54 a, 54 b that the coolant 4 has reached the upper inner face of the battery chamber 30 a, the controller 100 stops driving the pump 51. At this time, the valve 52 is kept open. Thus, the liquid level adjustment mechanism 5 is placed in the state shown in FIG. 3A, and the controller 100 finishes the present cycle of the routine.

On the other hand, in step S6, the controller 100 determines whether the detected temperature of the battery unit 2 is lower than a lower threshold. If the detected temperature of the battery unit 2 is lower than the lower threshold, the controller 100 then proceeds to step S7. If not, conversely, the controller 100 proceeds to step S5.

The lower threshold is predetermined in view of suppressing deterioration of the power storage performance that occurs as the temperature of the battery unit 2 decreases, and the lower threshold is set to, for example, 10° C.

In step S7, the controller 100 determines whether the detected temperature of the battery unit 2 is higher than the detected temperature of the vehicle body 40. If the detected temperature of the battery unit 2 is higher than the detected temperature of the vehicle body 40, the controller 100 then proceeds to step S4. If not, conversely the controller 100 proceeds to step S5.

Each battery cell 20 a generates heat as it is charged and discharged, and the generated heat is transferred to the case 30 via the coolant 4. After transferred to the case 30, the heat is then released to the outside (atmosphere).

Further, because the case 30 (the second case member 3) is connected to the vehicle body 40 as described above, the heat of the second case member 3 is transferred to the vehicle body 40 via the paths indicated by the arrows in FIG. 1 and then released to the outside (atmosphere). In this case, the flames 31 a the top plate 31 and the legs 32 of the second case member 3 may be regarded as corresponding to “heat transfer portion” of the invention. The “heat transfer portion” is a portion through which heat is transferred between the side of the battery unit 2, the coolant 4, and the case 30 and the outside (atmosphere), that is, a portion enabling heat transfer (indirect heat transfer) between the outside (atmosphere) and the battery unit 2.

The heat generated at the battery unit 2 is mostly transferred to the vehicle body 40 via the case 30 (the second case member 3).

In the state shown in FIG. 3A, the heat generated at the battery unit 2 is released (radiated) via the heat radiation paths mentioned above, whereby the increase in the temperature of the battery unit 2 is suppressed, thus reducing deterioration of the power storage performance of each battery cell 20 a that occurs as its temperature increases.

On the other hand, in the state shown in FIG. 3A, if the vehicle body 40 is cooled excessively, the portion of the case 30 connected to the vehicle body 40 (i.e., the second case member 3) is cooled, and then the coolant 4 in contact with the second case member 3 is cooled by the second case member 3, resulting in the battery unit 2 being cooled excessively. This may deteriorate the power storage performance of each battery cell 20 a. It is to be noted that, in the first example embodiment, the phrase “cooled excessively” refers to states where “YES” is obtained in step S6 of the routine of FIG. 5, that is, states where the battery unit 2 has been cooled to an extent that the detected temperature of the battery unit 2 is lower than the lower threshold. This will be applied also to other example embodiments and modification examples described later.

Meanwhile, in the state shown in FIG. 3A, if the vehicle body 40 is heated excessively, the portion of the case 30 connected to the vehicle body 40 (i.e., the second case member 3) is heated, whereby the coolant 4 in contact with the second case member 3 is heated, resulting in the battery unit 2 being heated excessively. This may deteriorate the power storage performance of each battery cell 20 a. It is to be noted that, in the first example embodiment, the phrase “heated excessively” refers to states where “YES” is obtained in step S2 of the routine of FIG. 5, that is, states where the battery unit 2 has been heated to an extent that the detected temperature of the battery unit 2 is higher than the upper threshold. This will be applied also to other example embodiments and modification examples described later.

In view of the above, in the first example embodiment, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle body 40 is higher than the detected temperature of the battery unit 2, and when the detected temperature of the battery unit 2 is lower than the lower threshold and the detected temperature of the vehicle body 40 is lower than the detected temperature of the battery unit 2, the liquid level adjustment mechanism 5 is placed in the state shown in FIG. 3B (first state). At this time, the coolant 4 is spaced apart from the upper inner face of the battery chamber 30 a, whereby the air layer AS is created at the upper area of the battery chamber 30 a.

Because the heat conductivity of the air layer AS is lower than the heat conductivity of the coolant 4, when a portion of the case 30 (the second case member 3) is cooled or heated, the air layer AS between the upper inner face of the battery chamber 30 a (the top plate 31 of the second case member 3) and the coolant 4 reduces the extent to which the coolant 4 is cooled or heated, whereby the battery unit 2 is prevented from being excessively cooled and heated via the coolant 4 and thus deterioration of the power storage performance of each battery cell 20 a can be minimized.

Moreover, the structure employed in the example embodiment is simple, just connecting the liquid level adjustment mechanism 5 to the case 30.

Further, in the first example embodiment, because the bottom face of the first case member 1 is spaced from the surface of the vehicle body 40 as shown in FIG. 2B, the first case member 1 is not directly cooled by the vehicle body 40 when the vehicle body is excessively cooled. That is, the air layer between the first case member 1 and the vehicle body 40 minimizes the extent to which the first case member 1 is cooled as the vehicle body 40 is cooled.

As mentioned above, because the first case member 1 and the second case member 3 are joined together, when the second case member 3 is excessively cooled, the first case member 1 may be cooled through the joint between the first case member 1 and the second case member 3, and the coolant 4 may be cooled by the first case member 1.

However, if heat-insulating layers are formed at the inner faces of the battery chamber 30 a other than the upper inner face, that is, if heat-insulating layers are formed at the inner faces of the first case member 1, the cooling of the coolant 4 by the first case member 1 can be suppressed. Note that the first case member 1 may be made of a heat-insulating material.

Next, a modification example of the first example embodiment will be described with reference to FIG. 6A to FIG. 6C. FIG. 6A to FIG. 6C are views each schematically showing the internal structure of a temperature adjustment mechanism of this modification example and corresponding to FIG. 3A and FIG. 3B. Note that the elements identical to those recited in the first example embodiment are denoted by the same numerals.

While the upper inner face of the battery chamber 30 a is flat in the first example embodiment, in this modification example, an upper inner face 30 b of the battery chamber 30 a is slanted, as will be described in detail below.

The upper inner face 30 b of the battery chamber 30 a slants from the side walls of the battery chamber 30 a toward the pipe 50. The upper inner face 30 b slants with respect to the direction of gravity (the vertical direction in FIG. 6A to FIG. 6C). In other words, the upper inner face 30 b of the battery chamber 30 a slants downward (i.e., in the direction of gravity) from the joint between the pipe 50 and the case 30 toward the periphery of the upper inner face 30 b of the battery chamber 30 a.

Note that the upper inner face 30 b may be formed in any shape as a whole as long as it has a portion slanting with respect to the direction of gravity. For example, the upper inner face 30 b may be formed in a conical shape or in a polygonal pyramid shape as a whole. Further, the upper inner face 30 b may alternatively be stepped rather than being made a continuous, slanted face. That is, in this case, the upper inner face 30 b may be formed in any shape as long as the cross-sectional area of the upper area of the battery chamber 30 a measured on a plane perpendicular to the direction of gravity decreases continuously, or in steps, toward the pipe 50 side.

In this modification example, the thickness of the portion of the case 30 forming the upper inner face 30 b, that is, the thickness of the top plate 31 of the second case member 3 decreases continuously toward the joint of the pipe 50. Note that the upper inner face 30 b of the battery chamber 30 a may be slanted while maintaining the thickness of the top plate 31 of the second case member 3 substantially uniform.

Further, in this modification example, as shown in FIG. 6A to FIG. 6C, the level of the coolant 4 in the battery chamber 30 a is switched between three positions. More specifically, three liquid level sensors 54 a, 54 b, and 54 c are provided in the reserve tank 53, and the level of the coolant 4 in the battery chamber 30 a is determined based on the outputs of the liquid level sensor 54 a to 54 c.

FIG. 6B shows a state where the coolant 4 is spaced from the upper inner face 30 b, and this state is established to prevent excessive increase and decrease in the temperature of the battery unit 2 due to the vehicle body being excessively cooled and heated. FIG. 6A shows a state where the coolant 4 is in full contact with the upper inner face 30 b, and FIG. 6C shows a state where the coolant 4 is in limited contact with the upper inner face 30 b. These states are established in order to suppress an increase in the temperature of the battery unit 2 by releasing the heat that has been generated at the battery unit 2 through its charging and discharging.

Thus, in this modification example, the upper inner face 30 b of the battery chamber 30 a is slanted and therefore the area of contact between the upper inner face 30 b of the battery chamber 30 a and the coolant 4 is variable. In this way, as the area of contact between the upper inner face 30 b of the battery chamber 30 a and the coolant 4 varies, the characteristic of the heat radiation through the upper inner face 30 b of the case 30 changes accordingly, whereby the battery unit 2 can be cooled more properly according to the temperature of the battery unit 2.

While the level of the coolant 4 in the battery chamber 30 a is switched between the three states shown in FIG. 6A to FIG. 6C, respectively, in this modification example, the level of the coolant 4 in the battery chamber 30 a may alternatively be switched between four or more states. Note that in this modification example the liquid level adjustment mechanism 5 may be driven as described in the first example embodiment (Refer to FIG. 5).

Further, while the liquid level sensors are provided at the reserve tank 53 in the first example embodiment and the modification example, the liquid level sensors may be provided in the battery chamber 30 a of the case 30. In this case, the level of the coolant 4 in the battery chamber 30 a can be directly monitored.

Further, while the level of the coolant 4 in the battery chamber 30 a is determined based on the outputs of the liquid level sensors in the first example embodiment, it may be determined otherwise. For example, the level of the coolant 4 in the battery chamber 30 a may be determined by monitoring the driving amount of the pump 51. More specifically, if the relation between the drive amount of the pump 51 and the amount of the coolant 4 delivered is obtained in advance, the level of the coolant 4 can be determined from the driving amount of the pump 51.

Next, a temperature adjustment mechanism according to the second example embodiment of the invention will be described with reference to FIG. 7A and FIG. 7B. FIG. 7A and FIG. 7B are views each schematically showing the internal structure of the temperature adjustment mechanism of the second example embodiment. Note that the elements identical to those recited in the first example embodiment are denoted by the same numerals.

In the first example embodiment, as described above, the air layer AS is selectively created and eliminated by changing the level of the coolant 4 in the battery chamber 30 a. Meanwhile, in the second example embodiment, chambers S1 and S2 are formed in the case 30, and the battery unit 2 is disposed in the chamber S1 and the level of the coolant 4 (the amount of the coolant 4) in the chamber S2 is controlled. The features of the second example embodiment will be described in detail below.

The case 30 is supported by support members 60 provided on the vehicle body 40, whereby the bottom face of the case 30 is spaced from the surface of the vehicle body 40.

Within the case 30 is provided a partition 70 by which the chamber S1 and the chamber S2 are partitioned off from each other. The partition 70 may be made of a material having a high heat conductivity and a high corrosion resistance, for example, a material having a heat conductivity as high as or higher than the heat conductivity of the coolant 4 in the case 30. More specifically, the partition 70 may be formed of metal (copper, iron, etc.).

The chamber S1 contains the battery unit 2 and the coolant 4. The coolant 4 in the chamber S1 is in contact with the outer face of each battery cell of the battery unit 2, the inner face of the case 30, and the partition 70.

The chamber S2 contains the coolant 4. The liquid level adjustment mechanism 5 recited in the first example embodiment is connected to the chamber S2. That is, the pipe 50 is connected to the chamber S1 and the pipe 50 extends to a reserve tank (not shown in the drawing) corresponding to the reserve tank 32 in the first example embodiment. Although not shown in the drawings, a valve and a pump corresponding to the pump 51 and the valve 52 in the first example embodiment are provided on the pipe 50.

Note that although FIG. 7A and FIG. 7B show that the pipe 50 extends downward into the vehicle body 40, the pipe 50 is actually located between the case 30 and the vehicle body 40. That is, the liquid level adjustment mechanism is provided on the vehicle body 40.

A heat transfer plate (“heat transfer portion”) 80 is in contact with the side wall of the case 30 that defines the chamber S2. The heat transfer plate 80 may be made of a material having a high heat conductivity and a high corrosion resistance, for example, a material having a heat conductivity as high as or higher than the heat conductivity of the coolant 4 in the case 30. More specifically, the heat transfer plate 80 may be made of metal (copper, iron, etc.).

In the second example embodiment, the chamber S1 is always filled up with the coolant 4 while the level of the coolant 4 in the chamber S2 is changed as the liquid level adjustment mechanism is driven. The driving of the liquid level adjustment mechanism is controlled by the controller as in the first example embodiment described above.

That is, as the pump of the liquid level adjustment mechanism is driven in the state shown in FIG. 7A, the coolant 4 in the chamber S2 is delivered to the reserve tank so that the state shown in FIG. 7B is established. At this time, the air in the reserve tank moves to the chamber S2 via the pipe 50, whereby an air layer is created in the chamber S2. Note that other medium (e.g., other gas) having different constituents may be used instead of air.

On the other hand, as the pump of the liquid level adjustment mechanism is driven in the state shown in FIG. 7B, the coolant 4 in the reserve tank is delivered to the chamber S2 of the case 30 so that the state shown in FIG. 7A is established. At this time, the air in the chamber S2 moves to the reserve tank via the pipe 50.

As in the first example embodiment described above, if liquid level sensors are provided in the reserve tank or in the case 30 (i.e., the chamber S2), the level of the coolant 4 (i.e., the amount of the coolant 4) in the chamber S2 of the case 30 can be detected using the liquid level sensors. Alternatively, the level of the coolant 4 in the chamber S2 can be determined by detecting the drive amount of the pump.

In the state shown in FIG. 7A, the chamber S2 of the case 30 is filled up with the coolant 4. In this state, if the battery unit 2 produces heat through its charging and discharging, or the like, the produced heat is transferred to the coolant 4 in contact with the battery unit 2. The heat of the coolant 4 is then transferred to the partition 70 through the natural convection of the coolant 4, and the heat of the partition 70 is transferred to the coolant 4 in the chamber S2.

An agitating member may be provided in the chamber S1 to create a flow of the coolant 4. In this case, the cooling efficiency of the battery unit 2 further improves.

Meanwhile, because the heat transfer plate 80 is in contact with the side wall of the case 30 that defines the chamber S2, the heat transferred to the coolant 4 in the chamber S2 is transferred to the vehicle body 40 via the heat transfer plate 80. Further, the heat of the coolant 4 in the case 30 is released also to the atmosphere via the case 30. Note that the heat produced at the battery unit 2 is mostly transferred to the vehicle body 40 via the heat transfer plate 80.

As mentioned above, the heat produced at the battery unit 2 is released (radiated) to the atmosphere via the coolant 4 and the case 30 and radiated through the case 30, the heat transfer plate 80, and the vehicle body 40, thus suppressing an increase in the temperature of the battery unit 2 that occurs as the battery unit 2 is charged and discharged and minimizing deterioration of the power storage performance of each battery cell.

If the vehicle body 40 is excessively cooled in the state shown in FIG. 7A, the case 30 is excessively cooled via the heat transfer plate 80, and it may result in an excessive decrease in the temperature of the battery unit 2. On the other hand, if the vehicle body 40 is excessively heated, the case 30 is excessively heated via the heat transfer plate 80, and it may result in an excessive increase in the temperature of the battery unit 2.

According to the structure of the second example embodiment, because the case 30 is spaced, via the support members 60, from the surface of the vehicle body 40, the bottom face of the case 30 is not cooled nor heated excessively. Note that the support members 60 may be made of a heat-insulating material.

In the second example embodiment, when the vehicle body 40 is excessively cooled or heated, an air layer is created in the chamber S2 as shown in FIG. 7B, whereby the coolant 4 and the battery unit 2 in the chamber S1 are prevented from being cooled or heated excessively via the chamber S2.

That is, when there is an air layer in the chamber S2, the heat conductivity is lower than when the chamber S2 is filled with the coolant 4, and thus the coolant 4 and the battery unit 2 in the chamber S1 are prevented from being cooled and heated excessively as the heat transfer plate 80 is cooled and heated, whereby deterioration of the power storage performance of each battery cell, which may otherwise be caused as a result of excessive heating and cooling, can be minimized.

In the second example embodiment, the liquid level adjustment mechanism can be driven as described in the first example embodiment (Refer to FIG. 5).

That is, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle body 40 is lower than the detected temperature of the battery unit 2, when the detected temperature of the battery unit 2 is between the upper threshold and the lower threshold, and when the detected temperature of the battery unit 2 is lower than the lower threshold and the detected temperature of the vehicle body 40 is higher than the detected temperature of the battery unit 2, the liquid level adjustment mechanism is placed in the state shown in FIG. 7A (“second state”). On the other hand, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle body 40 is higher than the detected temperature of the battery unit 2, and when the detected temperature of the battery unit 2 is lower than the lower threshold and the detected temperature of the vehicle body 40 is lower than the detected temperature of the battery unit 2, the liquid level adjustment mechanism is placed in the state shown in FIG. 7B (“first state”).

While the liquid level adjustment mechanism of the second example embodiment is switched between the state where the chamber S2 is filled up with the coolant 4 and the state where the chamber S2 is filled up with air, the liquid level adjustment mechanism may be operated otherwise. For example, the level of the coolant 4 in the chamber S2 may be changed in steps. In this case, the temperature of the battery unit 2 (i.e., the heat radiation from the battery unit 2) can be adjusted in steps as in the modification example of the first example embodiment.

Further, while the chamber S1 and the chamber S2 are both filled with the coolant 4 in the second example embodiment, they may be filled with different coolants. Further, as described in the first example embodiment, heat-insulating layers may be formed at the inner faces of the case 30 other than the inner face of the side wall in contact with the heat transfer plate 80. In this case, even when the heat transfer plate 80 is excessively cooled or heated, the heat-insulating layers reduce the extent to which the coolant 4 in the chamber Si is cooled and heated via the case 30.

Next, a temperature adjustment mechanism according to the third example embodiment of the invention will be described with reference to FIG. 8A and FIG. 8B. FIG. 8A and FIG. 8B are views each schematically showing the internal structure of the temperature adjustment mechanism of the third example embodiment. Note that the elements identical to those recited in the first and second example embodiments are denoted by the same numerals.

The structure of the temperature adjustment mechanism of the third example embodiment is almost the same as that of the temperature adjustment mechanism of the second example embodiment. That is, in the third example embodiment, too, the case 30 has two chambers 51 and S2 that are partitioned off from each other. However, the direction in which the chambers S1, S2 are arranged is different from that in the second example embodiment. The features of the third example embodiment will be described in detail below.

The case 30 is disposed on the vehicle body (“heat transfer portion”) 40 and the bottom face of the case 30 is in contact with the surface of the vehicle body 40.

Within the case 30 is provided a partition 70 by which the chamber S1 and the chamber S2 are partitioned off from each other. The partition 70 may be made of a material having a high heat conductivity and a high corrosion resistance, for example, a material having a heat conductivity as high as or higher than the heat conductivity of the coolant 4 in the case 30. More specifically, the partition 70 may be formed of metal (copper, iron, etc.).

The chamber S1 contains the battery unit 2 and the coolant 4. The coolant 4 in the chamber S1 is in contact with the outer face of each battery cell of the battery unit 2, the inner faces of the case 30, and the partition 70.

The chamber S2 contains the coolant 4. The chamber S2 is located on the vehicle body 40 side of the chamber S1. A liquid level adjustment mechanism having substantially the same structure as that of the first example embodiment is connected to the chamber S2. That is, the pipe 50 is connected to the chamber S2, and the pipe 50 extends to a reserve tank corresponding to the reserve tank 53 of the first example embodiment (not shown in the drawings). A pump 51 and a valve 52 a are provided at one end portion of the pipe 50 while a valve 52 b is provided at the other end portion of the pipe 50.

In the third example embodiment, the chamber S1 is always filled up with the coolant 4 while the level of the coolant 4 (i.e., the amount of the coolant 4) in the chamber S2 changes as the liquid level adjustment mechanism is driven. The driving of the liquid level adjustment mechanism is controlled by the controller as in the first example embodiment.

As the pump 51 is driven in the state shown in FIG. 8A, the coolant 4 in the chamber S2 is delivered to the reserve tank so that the state shown in FIG. 8B is established.

At this time, the air in the reserve tank moves to the chamber S2 via the pipe 50, whereby an air layer is created in the chamber S2. At this time, the valves 52 a, 52 b both remain closed. In the state shown in FIG. 8B, the portion of the pipe 50 on the chamber S2 side of the valve 52 a is occupied by air while the portion of the pipe 50 on the reserve tank side of the valve 52 a is occupied by the coolant 4.

While an air layer is created in the chamber S2 in the third example embodiment, a layer of other gas may alternatively be used in place of air.

Meanwhile, as the pump 51 is driven in the state shown in FIG. 8B, the coolant 4 in the reserve tank is delivered to the chamber S2 of the case 30 so that the state shown in FIG. 8A is established. At this time, the air in the chamber S2 moves to the reserve tank via the pipe 50.

At this time, the valves 52 a, 52 b are both open. In the state shown in FIG. 8A, the portion of the pipe 50 on the chamber S2 side of the valve 52 b is occupied by the coolant 4 while the portion of the pipe 50 on the reserve tank side of the valve 52 b is occupied by air.

As in the first example embodiment described above, if liquid level sensors are provided in the reserve tank or in the case 30 (i.e., the chamber S2), the level of the coolant 4 (i.e., the amount of the coolant 4) in the chamber S2 of the case 30 can be detected using the liquid level sensors. Alternatively, the level of the coolant 4 in the chamber S2 may be determined by detecting the drive amount of the pump 51.

In the state shown in FIG. 8A, the chamber S2 of the case 30 is filled up with the coolant 4. In this state, if the battery unit 2 produces heat through its charging and discharging, or the like, the produced heat is transferred to the coolant 4 in contact with the battery unit 2. The heat of the coolant 4 is then transferred to the partition 70 through the natural convection of the coolant 4, and the heat of the partition 70 is transferred to the coolant 4 in the chamber S2.

An agitating member may be provided in the chamber S1 to create a flow of the coolant 4. In this case, the cooling efficiency of the battery unit 2 further improves.

Further, because the bottom face of the case 30, which defines the chamber S2, is in contact with the vehicle body 40, the heat transferred to the coolant 4 in the chamber S2 is transferred to the vehicle body 40 via the case 30. A portion of the heat transferred to the coolant 4 is released to the outside (atmosphere) via the case 30.

As mentioned above, the heat produced at the battery unit 2 through its charging and discharging is released (radiated) to the atmosphere via the coolant 4 and the case 30 and radiated through the case 30 and the vehicle body 40, thus suppressing an increase in the temperature of the battery unit 2 and minimizing deterioration of the power storage performance of each battery cell.

If the vehicle body 40 is excessively cooled or heated in the state shown in FIG. 8A, the case 30, which is in contact with the vehicle body 40, may be excessively cooled or heated. If the coolant 4 in the case 30 (the chambers S1, S2) is cooled excessively, the battery unit 2 in the chamber S1 may be cooled excessively.

In the third example embodiment, when the vehicle body 40 is excessively cooled or heated, an air layer is created in the chamber S2 as shown in FIG. 8B, whereby the coolant 4 and the battery unit 2 in the chamber S1 are prevented from being cooled or heated excessively via the chamber S2.

That is, when there is an air layer in the chamber S2, the heat conductivity is lower than when the chamber S2 is filled with the coolant 4. As such, the coolant 4 and the battery unit 2 in the chamber S1 are prevented from being cooled or heated excessively as the heat transfer plate 80 is cooled or heated, and therefore deterioration of the power storage performance of each battery cell that may otherwise be caused by excessive heating and cooling of the battery unit 2 is minimized.

In the third example embodiment, the liquid level adjustment mechanism can be driven as in the first example embodiment (Refer to FIG. 5).

That is, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle body 40 is lower than the detected temperature of the battery unit 2, when the detected temperature of the battery unit 2 is between the upper threshold and the lower threshold, or when the detected temperature of the battery unit 2 is lower than the lower threshold and the detected temperature of the vehicle body 40 is higher than the detected temperature of the battery unit 2, the liquid level adjustment mechanism is placed in the state shown in FIG. 8A (“second state”). On the other hand, when the detected temperature of the battery unit 2 is higher than the upper threshold and the detected temperature of the vehicle body 40 is higher than the detected temperature of the battery unit 2, and when the detected temperature of the battery unit 2 is lower than the lower threshold and the detected temperature of the vehicle body 40 is lower than the detected temperature of the battery unit 2, the liquid level adjustment mechanism is placed in the state shown in FIG. 8B (“first state”).

According to the structure of the third example embodiment, it is not necessary to take the entire coolant 4 out of the chamber S2 to create an air layer therein. That is, an air layer can be created in the chamber S2 by delivering part of the coolant 4 in the chamber S2 to the reserve tank. Thus, it is possible to prevent excessive increase and decease in the temperature of the battery unit 2 which may otherwise be caused as the vehicle body 40 is excessively cooled or heated.

Further, as described in the first example embodiment, heat-insulating layers may be formed at the inner faces of the case 30 other than the inner face of the wall in contact with the vehicle body 40. In this case, even when the vehicle body 40 is excessively cooled or heated, the heat-insulating layers reduce the extent to which the coolant 4 in the chamber S1 is cooled or heated via the case 30.

Next, a temperature adjustment mechanism according to the fourth example embodiment of the invention will be described with reference to FIG. 9A and FIG. 9B. FIG. 9A and FIG. 9B are views schematically showing the internal structure of the temperature adjustment mechanism of the fourth example embodiment. Note that the elements identical to those recited in the first, second, and third example embodiments are denoted by the same numerals.

In the fourth example embodiment, the structure of the case 30 is substantially the same as that of the case 30 of the first example embodiment. That is, in the fourth example embodiment, heat radiations are performed through the top of the case 30 as in the case illustrated in FIG. 3.

The case 30 contains the battery unit 2 and the coolant 4. Further, a hollow elastic member 90 is provided in the case 30. The elastic member 90 is fixed to the battery unit 2 (at least one of the battery cells).

A tubular member 91 is connected to the elastic member 90. Air is drawn into and out of the elastic member 90 via the tubular member 91. The tubular member 91 is elastically deformable and penetrates the case 30 to the outside. The tubular member 91 is connected to a pump 92 that supplies air into the elastic member 90 and sucks air out of the elastic member 90. The elastic member 90 and the tubular member 91 are made of elastic materials including high-polymer resins.

The pipe 50 is connected to the case 30. The pump 51, the valve 52, and a reserve tank 53 are provided on the pipe 50. Thus, the liquid level adjustment mechanism of the fourth example embodiment is constituted of the elastic member 90, the pump 92, the pump 51, the valve 52, and the reserve tank 53.

In the fourth example embodiment, as the pump 92 is driven, in other words, as air is supplied to or sucked out of the elastic member 90, the elastic member 90 expands or contracts. At this time, the pump 51 and the valve 52 are driven according to the expansion or contraction of the elastic member 90 so that the coolant 4 is drawn out of or supplied into the case 30. The pump 91, the pump 51, and the valve 52 are driven under the control of the controller as in the first example embodiment.

That is, in the state shown in FIG. 9A, the pump 92 is driven to supply air into the elastic member 90 while the pump 51 is driven to draw the coolant 4 out of the case 30, so that the state shown in 9B is established.

The valve 52 is kept open while delivering the coolant 4 in the case 30 to the reserve tank 53 by driving the pump 51, and the valve 52 is closed when the delivering of the coolant 4 to the reserve tank 53 has been finished.

In the state shown in FIG. 9B, the expanded elastic member 90 is in contact with the inner faces of the case 30, whereby the interior of the case 30 is divided into two regions.

At this time, if the vehicle body is cooled or heated, the case 30, which is in contact with the vehicle body, may be cooled or heated excessively.

In such a case, if the coolant 4 can freely move between the region proximal to the upper inner face of the case 30 and the region around the battery unit 2 (as in the state shown in FIG. 9A), the coolant 4 and the battery unit 2 in the case 30 are excessively cooled or heated as the case 30 is excessively cooled or heated.

In view of the above, in the fourth example embodiment, when the vehicle body is excessively cooled or heated, the elastic member 90 is expanded as shown in FIG. 9B, whereby the coolant 4 is prevented from moving between the region proximal to the upper inner face of the case 30 and the region around the battery unit 2. As such, the coolant 4 in the region around the battery unit 2 is not excessively cooled nor heated although the coolant 4 in the region proximal to the upper inner face of the case 30 may be.

That is, when the elastic member 90 is expanded, the heat conductivity becomes lower than when the entire region of the case 30 is filled up with the coolant 4, and therefore the coolant 4 present on the battery unit 2 side of the elastic member 90 and thus excessive cooling and heating of the battery unit 2 can be prevented. As such, deterioration of the power storage performance of each battery cell due to excessive cooling and heating can be suppressed.

From the state in FIG. 9B, then, the pump 92 is driven to suck the air out of the elastic member 90 while the pump 51 is driven to supply the coolant 4 into the case 30, whereby the state shown in FIG. 9A is established.

The valve 52 is kept open while delivering the coolant 4 in the reserve tank 53 to the case 30 by driving the pump 51, and the valve 52 is closed when the delivering of the coolant 4 to the case 30 has been finished.

In the state shown in FIG. 9A, the elastic member 90 is spaced from the inner faces of the case 30, and therefore the coolant 4 can move to the upper side of the case 30.

In this state, if the battery unit 2 produces heat through its charging and discharging, or the like; the produced heat is transferred to the coolant 4 in contact with the battery unit 2. The heat of the coolant 4 is then transferred to the case 30 through the natural convection of the coolant 4, and the heat of the case 30 is radiated to the outside (atmosphere) through the case 30 and transferred to the vehicle body. An agitating member may be provided to create a flow of the coolant 4.

Through such heat radiations, an increase in the temperature of the battery unit 2 is suppressed, whereby deterioration of the power storage performance of each battery cell is minimized.

In the case where the relation between the amount of air supplied to the elastic member 90 via the pump 92 (or the amount of air sucked out of the elastic member 90 via the pump 92) and the degree of the resultant expansion of the elastic member 90 (or the degree of the resultant contraction of the elastic member 90) has been determined in advance, the elastic member 90 can be controlled between the state shown in FIG. 9A (“second state”) and the state shown in FIG. 9B (“first state”) by simply monitoring and controlling the drive amount of the pump 92. Further, in the case where the characteristic of variation of the volume of the elastic member 90 has been determined in advance, the drive amount of the pump 51 (the amount of coolant transferred between the case 30 and the reserve tank 53) can be determined based on the variation of volume of the elastic member 90.

While air is used to expand and contract the elastic member 90 in the example embodiment described above, other gas may be used in place of air, or even liquid may be used. As liquid for this use, for example, liquid having a heat conductivity lower than that of the coolant 4 in the case 30 may be used. Thus, even when the vehicle body is excessively cooled or heated, the coolant 4 and the battery unit 2 in the case 30 are not excessively cooled nor heated via the elastic member 90.

While heat radiations are performed through the top of the case 30 in the fourth example embodiment and therefore the elastic member 90 is arranged above the battery unit 2 in the case 30, the elastic member 90 may be arranged otherwise.

For example, if the case 30 is structured as in the second example embodiment (Refer to FIG. 7A and FIG. 7B), the elastic member 90 may be arranged in the region proximal to the side wall of the case 30 which is in contact with the heat transfer plate 80. More specifically, the partition 70 and the liquid level adjustment mechanism are removed from the structure shown in FIG. 7A and FIG. 7B, and then the elastic member 90 is arranged, in the case 30, between the battery unit 2 and the side wall contacting the heat transfer plate 80. This structure also provides the same effects as those obtained with the fourth example embodiment described above.

Further, in the case where the case 30 is structured as in the third example embodiment (Refer to FIG. 8A and FIG. 8B), the elastic member 90 may be arranged below the battery unit 2 in the case 30. More specifically, the partition 70 and the liquid level adjustment mechanism are removed from the structure shown in FIG. 8A and FIG. 8B, and the elastic member 90 is arranged, in the case 30, between the battery unit 2 and the wall contacting the vehicle body 40. This structure also provides the same effects as those obtained with the fourth example embodiment described above.

While the elastic member 90 is used as a container for storing air (medium) in the fourth example embodiment, any other container may be used in place of the elastic member 90 as long as it has an inner space for storing the medium. In the fourth example embodiment, that is, any container (heat transfer medium container) can be used as long as the volume (capacity) of the container varies as the medium flows into and flows out of the container.

While the invention has been described with reference to example embodiments thereof, it is to be understood that the invention is not limited to the described embodiments or constructions. To the contrary, the invention is intended to cover various modifications and equivalent arrangements. In addition, while the various elements of the disclosed invention are shown in various example combinations and configurations, other combinations and configurations, including more, less or only a single element, are also within the scope of the appended claims. 

1. A temperature adjustment mechanism for adjusting a temperature of a power source, comprising: a case containing the power source and a liquid coolant, which is in contact with the outer face of the power source, as a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion; and a drive device that is adapted to deliver the first heat transfer medium from the inside of the case to the outside of the case and from the outside of the case to the inside of the case, wherein the drive device is adapted to deliver the first heat transfer medium from the inside of the case to the outside of the case so as to establish a first state in which a layer of a second heat transfer medium is created in a region on the heat transfer portion side of the power source in the case, the heat conductivity of the second heat transfer medium being lower than the heat conductivity of the first heat transfer medium, the drive device is adapted to deliver, in the first state, the first heat transfer medium from the outside of the case to the inside of the case so as to establish a second state in which at least a portion of the region in the case is filled with the first heat transfer medium, and the drive device is adapted to selectively establish the first state and the second state.
 2. The temperature adjustment mechanism according to claim 1, wherein the heat transfer portion is a portion through which heat can be transferred between the atmosphere and the power source.
 3. The temperature adjustment mechanism according to claim 1, wherein the second heat transfer medium is gas.
 4. The temperature adjustment mechanism according to claim 1, wherein the case has an wall portion integrated with or contacting the heat transfer portion and having an inner face formed such that the area of contact between the inner face and the first heat transfer medium in the case varies continuously, or in steps, as the level of the first heat transfer medium in the case changes.
 5. The temperature adjustment mechanism according to claim 4, wherein the inner face of the wall portion of the case has a conical shape, a polygonal pyramid shape, or a stepped shape.
 6. The temperature adjustment mechanism according to claim 1, wherein at least one of wall portions of the case other than a wall portion integrated with or contacting the heat transfer portion has a heat-insulating portion.
 7. The temperature adjustment mechanism according to claim 1, further comprising: a controller that controls the drive device.
 8. The temperature adjustment mechanism according to claim 7, wherein the controller is adapted to control the drive device based on information regarding the temperature of the power source and the temperature of the heat transfer portion.
 9. The temperature adjustment mechanism according to claim 8, wherein the controller controls the drive device so as to establish the first state when the temperature of the power source is higher than a first reference temperature and lower than the temperature of the heat transfer portion or when the temperature of the power source is lower than a second reference temperature and higher than the temperature of the heat transfer portion.
 10. The temperature adjustment mechanism according to claim 1, further comprising: a partition dividing the interior of the case into a first region containing the power source and the first heat transfer medium and a second region containing the first heat transfer medium, the layer of the second heat transfer medium being created in the second region.
 11. The temperature adjustment mechanism according to claim 1, wherein the drive device has a pump for delivering the first heat transfer medium and a container for storing the first heat transfer medium delivered to the outside of the case via the pump.
 12. The temperature adjustment mechanism according to claim 1, wherein the layer of the second heat transfer medium is in contact with the inner face of the wall portion integrated with or contacting the heat transfer portion.
 13. The temperature adjustment mechanism according to claim 1, further comprising: an agitating member for creating a flow of the first heat transfer medium in the case.
 14. A temperature adjustment mechanism for adjusting a temperature of a power source, comprising: a case containing the power source and a first heat transfer medium for cooling the power source and integrated with or contacting a heat transfer portion; and a heat transfer medium container provided in the case, adapted to contain a second heat transfer medium having a heat conductivity lower than the heat conductivity of the first heat transfer medium, and being variable in volume according to the amount of the second heat transfer medium contained, wherein the heat transfer medium container is adapted to be selectively placed in: a first state that is established by increasing the volume of the heat transfer medium container by delivering the second heat transfer medium into the heat transfer medium container such that, in the case, a layer of the second heat transfer medium is created in a region on the heat transfer portion side of the power source; and a second state that is established by reducing the volume of the heat transfer medium container by taking the second heat transfer medium out of the heat transfer medium container so that the first heat transfer medium can move to the region on the heat transfer portion side of the power source.
 15. The temperature adjustment mechanism according to claim 14, further comprising: a drive mechanism used to deliver the first heat transfer medium from the inside of the case to the outside as the volume of the heat transfer medium container increases and to deliver the first heat transfer medium from the outside of the case to the inside of the case as the volume of the heat transfer medium container decreases.
 16. The temperature adjustment mechanism according to claim 14, wherein the heat transfer medium container is elastic.
 17. A method for controlling a temperature adjustment mechanism used to adjust a temperature of a power source and having a case containing the power source and a liquid coolant, which is in contact with the outer face of the power source, as a first heat transfer medium for cooling the power source, the case being integrated with or contacting a heat transfer portion, the method comprising: delivering the first heat transfer medium from the inside of the case to the outside of the case such that, in the case, a layer of a second heat transfer medium having a heat conductivity lower than the heat conductivity of the first heat transfer medium is created in a region on the heat transfer portion side of the power source in the case; and delivering, after the layer of the second heat transfer medium has been created, the first heat transfer medium from the outside of the case to the inside of the case such that at least a portion of the region on the heat transfer portion side of the power source is filled with the first heat transfer medium.
 18. A method for controlling a temperature adjustment mechanism used to adjust the temperature of a power source, the temperature adjustment mechanism having: a case that contains the power source and a first heat transfer medium for cooling the power source and is integrated with or in contact with a heat transfer portion; and a heat transfer medium container provided in the case, adapted to contain a second heat transfer medium having a heat conductivity lower than the heat conductivity of the first heat transfer medium, and being variable in volume according to the amount of the second heat transfer medium contained, the method comprising: increasing the volume of the heat transfer medium container by delivering the second heat transfer medium into the heat transfer medium container such that, in the case, a layer of the second heat transfer medium is created in a region on the heat transfer portion side of the power source; and reducing, after the layer of the second heat transfer medium has been created, the volume of the heat transfer medium container by taking the second heat transfer medium out of the heat transfer medium container so that the first heat transfer medium can move to the region on the heat transfer portion side of the power source.
 19. A vehicle comprising; the temperature adjustment mechanism according to claim
 1. 20. The vehicle according to claim 19, wherein the case is spaced from a body of the vehicle, and the case and the body of the vehicle are connected via the heat transfer portion.
 21. The vehicle according to claim 19, wherein the heat transfer portion is a portion of a body of the vehicle. 